Combined hoist and conveying machinery



(No Modem 4 Sheets-Sheet 1.

G. H. HULETT. GOMBINED HOIST AND CONVEYING MACHINERY. No. 448,297. Patented Mar. 17, 1891.

WITNESSES INVENTEJR TNE "cams pawns cm, puma-mum, wAsHmaYou, u. c.

(No Model.) 4 Sheets-Sheet 2.

G. H. HULETT.

COMBINED HOIST. AND GONVEYINGMAOHINERY.

m H} 8 B N E w; d m s n 6 i a P v w M 1 S M 4 E N a w A N MM (No Model.) 4 Sheets-Sheet 3. G. H. HULETT. COMBINED HOIST AND CONVEYING MACHINERY.

No. 448,297. Patented Mar. 17, 189-1.

(No Model.) 4 Sheets-Sheet 4. G H HULETT COMBINED HOIST AND CONVEYING MACHINERY.

No. 448,297. Patented Mar. 17, 1891.

A n v W/ I TERS co PHOIO-LITNQ, wAsmNcYon o c llrnTnD STATES PATENT Orrrcrl.

GEORGE H. HULETT, OF CLEVELAND, OHIO.

COMBINED HOIST AND CONVEYING MACHINERY.

SPECIFICATION forming part of Letters Patent No. 448,297, dated March 17, 1891.

Application filed May '7, 1890. Serial No. 350,870- (No model.)

T at whom it may concern:

Be it known that I, GEORGE H. HULETT, a resident of Cleveland, in the county of Guyahoga, State of Ohio, a citizen of the United States, have invented new and useful 'Improvements in Hoisting and Conveying Machinery, of which the following is a full and complete description.

The nature of my improvement relates to the hoisting and conveying of material economically and rapidly.

That the invention may be seen and fully understood, reference is had to the following specification and accompanying drawings, in which- Figure 1 is a side elevation of the derrick, showing the arrangement thereof. Fig. 2 is an enlarged detached section showing the hoisting machinery in part above the line as m, Fig. 1. Fig. 3 is an enlarged side view of the wagon, showing attachment of the bucket thereto. Fig. 4 is an enlarged end view of theavagon in connection with a section of the track upon which said wagon runs. Fig. 5 is an enlarged view of the spring-stop. Fig. 6 is a cross-section of said stop through dotted line 2 z, and hereinafter fully explained. Fig. 7 is an enlarged View of a section of the inclined track, with the wagon, back-stop, and automatic dump, with its operating devices attached. Fig. 8 is a sectional View of the reversing gearing for operating the sprocket-chain, enlarged. Fig. 9 is alsoan enlarged view of said gearing, showing the shifter connected therewith. Fig. 10 is an enlarged sectional end view of the automatic dump and back-stop. Fig. 11 is a plan view of a section on line as w of Fig. 7, showing the lugs 41 and the catchlevers 69 for sustaining and retaining the hoisting-block.

Like figures of reference designatelike parts in the drawings and specification.

The derrick 1 is mounted on wheels 2. Said wheels run on rails placed at a right angle to the line of direction in which the material is conveyed, thus enabling the derrick to be .placed in any convenient position relative to A track 4, Figs. 1 and 2, is attached to the derrick 1. Said track is curved at 5, Figs. 1

and 2, to a certain degree of inclination at each end, the object of which will hereinafter be explained. Said track at is hinged at the point 6 by this means. The forward part of the track or boom 7 can be hoisted into a vertical position, as shown by dotted lines 8, Fig. 1, in order that it may not be in the way of a vessel when the machine is not in use. The track t carries a wagon 9, Figs. 1, 3, and 7, to which the bucket 10, Figs. 1, 3, and 7, is movably connected when the operation of hoisting is completed, and that of conveying begins, as hereinafter more fully explained.

In the drawings, the derrick is supposed to be placed at the edge of a wharf, to be used in carrying a cargo from the hold of a vessel into cars on the wharf or from the cars to the vessel.

The boom 7, Fig. 1, is guyed at the outer end by means of cables 11 11. One end of said cables is attached to the boom, and the other end is attached to a frame 12, which is attached to the derrick 1 by stays 13, one of which is shown in Fig. 1. The frame 12 is also hinged to the derrick 1 at 14, Figs. 1 and 2, by which means it can be raised. out of the way when not in use, as shown by dotted line 15, Fig. 1. The object of the frame 12 is to obtain a more direct stay upon the end of the boom 7, and alsoto obtain a more direct lead on the endof the boom 7 by means of the boom-hoisting cable 16, which also aids in supporting the boom 7 in connection with the guysll and.13.

The machinery, as shown in Fig. 2, is driven by the rotation of the shaft 17, which is driven bythe gear 18, into which a pinion of an engine meshes, or it maybe driven by any other motive power. Running looselyon the shaft 17 is a drum 19, which is fitted with an ordinary jaw-clutch 20, with a feather-key and a suitable brake 21, and is governed by the operator, who stands above upon a platform 22.

To raise the boom 7 into the position shown by dotted lines 8, the clutch 20 is thrown in by means of the lever 23, Fig. 2. The drum 19 revolves, coiling up the boom-cable 16, which passes through the snatch-blocks 24 and 25, which are attached to the derrick by a link-joint, as shown in the drawings. It then passes up through the frame 12 over one of the sheaves 26, Fig. 1. From thence it leads down to the end of the boom 7, around the sheave 27, back to the upper sheave 28 in the frame 12, back to the derrick, where the end at 29 is made fast in any convenient way. The sheave 27 has its axle bearing or support in the framepieces 30, which frame-pieces are fastened to the boom 7. As the drum 19 revolves, the cable 16 is wound up, hoisting the boom 7 until it reaches the frame l2,which also rises with the boom 7. \Vhen the boom 7 and frame 12 have reached the position shown by dotted lines 8 and 15, Fig. 1, the motive power is stopped. The clutch is thrown out of mesh, and the drum 19 is locked by means of the brake 21, operated by a suitable foot-lever 31. -When the'lever is released, the weight of the boom 7 overhauls the drum 19. the rapidity with which the boom 7 falls being governed bythe brake 21, before referred to. As the boom 7 descends the frame 12 follows it until the guys 13 13 become taut, while the boom 7 still descends until the guys 11 11 become taut also and the weight of the boom 7 is on the guys 11 11 and 13 13. The machine in this position is ready for use and to follow through a complete cycle of operations, describing each part in detail, will illustrate its operation.

Thewagon is supposed to be in the position 9, Fig. 1, while the bucket 10 is supposed to be in the hold of a vessel, loaded and ready to be hoisted. The motive power is started, causing the shaft 17, Fig. 2, to revolve with it. The lever 32 is thrown forward, which operates any suitable form of friction-clutch. The one herein represented has connected therewith a toggle-joint As the drum 34 revolves it coils up the cable 35. Said cable 35 runs up to the top of the derrick over a sheave 36, set to receive it, and which leads the cable 35 to two sheaves 37 and 38, Figs. 1 and 2, from whence it is led to a sheave 39 on the wagon 9, Figs. 1 and 3, passing over the sheave 39 when on one incline, and over sheave 39' when on the other incline, Fig. 7. It runs around the hoisting-sheave 40, Figs. 1, 3, and 7, which is housed in and has a hook attached to the housing uponwhich the bucket 10 is hung. The cableis then brought around and made fast to the wagon 9 at a point the same distance from the center of the lugs 41, Fig. 4, as is the side of the sheave 39. It will be seen that if the boom 7 were horizontal, when a strain is brought on the cable 35 the wagon 9 would move back without hoisting the loaded bucket, because on a level the power necessary to lift the load is greater than the power necessaryto move the wagon; but on an incline the rope attached to the wagon pulls down with equal force as the one passing over the sheave pulls up, and the weight of the wagon holds it in position on the incline until the hoisting-block is engaged to the wagon. Thus by inclining the boom 7 to or beyond a certain angle the loaded bucket 10 can be hoisted to the wagon 9, which will remain stationary until the hoisting-sheave, withthe bucket attached, is engaged to the wagon without the aid of any latch on the b0om,which is not required in my invention. As the cable 35 is wound up, the hoistingsheave 4 with the bucket 10 attached, is lifted until it is above the lugs 41,Figs.4and 11, on the wagon 9. As the cable 35 is still shortened, the wagon 9 will travel up the-inclined boom 7 until it passes the curve 5, Fig. 1, when the lever 32, Fig. 2, is thrown back, leaving the drum 34 free to reverse and unwind. Just at the point when the wagon passes over the curve 5 in the boom 7 the hoisting-block 40 will drop down and be engaged and sustained by the lugs 41, Fig. 4, thus allowing the hoisting-rope 35 to become slack and the load to 'be sustained on the wagon by the intervention of the lugs. As in Fig. 11, catches (59 are pivoted to the wagon, and in normal position their ends lie in the path of the studs 41" of the hoistingblocks, and thus keep the studs on the lugs 41 and hold the hoisting-block in position. The catches, being pivoted, allow the hoistingblock to move upwardly, but prevent downward movement (except under the conditions hereinafter described) by reason of their movement being limited by the bumper-stops 66. At this point of the operation another appliance is necessary to carry the load over the horizontal part ofthe track 4 and beyond the sheaves 37' and 38, Fig. 1, as follows, viz: Two miter-gears 42 and 43, Figs. 1, 2, 8, and 9, are fitted loosely on the shaft 17 and a third miter-gear 44 on a shaft 45, which is at right angles with the shaft 17. The third miter 44 is in mesh with the other two 42 and 43. A clutch 46, Fig. 8, slides laterally on a featherkey in the shaft 17. It has projections on each end which correspond to recesses in the faces of the miter-wheels 42 and 43, forming an ordinary jaw-clutch having such a length that in a certain position it is in mesh with neither wheel 42 or 43. When the section 46, forming a part of the clutch, is removed to the left and engages with 42, it is obvious that the shaft 45 will turn in a certain direction-of the arrow No. 1, suppose. When the section 46 is moved to the right and engages with 43, the shaft 45 will turn in the opposite direction, and since the pulley 47 is set on the shaft 45 it must turn with it. The shaft 48, Figs. 1 and 2, with the pulley 49, is driven by the pulleys 47, Figs. 1, 2, S, and 9. At the other end of the shaft 48 is a IOC sprocket-wheel 50, which is placed outside clutch 46, it will be noted that the direction of rotation of the sprocket-wheel 50, when the shaft 17 is in motion, depends upon the position of the clutch 46, and to make it convenient for the operator the clutch 46 is operated by the lever 54, Figs. 2 and 9, which is hinged at its lower end, as indicated at 55, Fig. 2. The lower portion of this lever, as shown in Fig. 9, is bifurcated with pins or pivots 56, which project from the bifurcations into an annular groove in the section 46, as shown in Fig. 8, by which means the said section is moved laterally upon the shaft for engagement and disengagement with the gearing 42 and 43, as may be required, for the movement of the sprocket-chain. \Vhen the wagon 9 reaches the horizontal track, the sprocket-wheel 50, Fig. 2, is revolvingin such a direction as to carry the chain 53 in the direction in which the Wagon is moving, as indicated by arrow No. 2. A small dog 57, Fig. 4, engages in the links of the sprocketchain 53. The cable 35 is slack and the hoisting-sheave, with load, rests on the lugs 41 and 42 of the wagon 9, Fig.4. The sprocketchain carries the wagon to the incline 58, Fig. 2, at the terminal of the track 4 and, uncoiling the cable 35 from the drum 34, Fig. 2, when the wagon 9 has reached the incline 58, the dog 57 disengages itself from the sprocketchain 53 by the wagon passing down the incline while the sprocket-chain passes in an upward direction. The wagon with its load has now reached the incline 58, and the force of gravity carries the wa on 9 and uncoils the cable from the drum 34. To keep the descent of the wagon 9 under control, a brakeband 59 is put around the d um 34 and operated conveniently by the foot-lever 60, which leveris connected byalink to the lever 6 I. By exerting force at the foot end of the lever 60 the lever 61 is so actuated as to cause the contraction of the band 59 around the drum 34, which increases the frictional resistance to the movement of the drum caused by the attachment of the terminals of the band to the lever 61. The brake 21, connected with the drum l9, hereinbefore referred to, is of the same construction as the one just described. By the use of the brake 59 the wagon 9 can be retarded or stopped on any part of its descent down the incline 58. When the bucket 10 is directly over the point at which it is to be dumped, the wagon 9 comes against the stop 62, Fig. 7, which is mounted on wheels 63, so that it can be located at any point on the incline 58 by means of the cable 64, running around the sheave 65. Before the bumpers 66 and 67 come together a lifter 68, attached to the stop 62, lifts the safety-latch 69, attached to the sides of the wagon 9, allowing the hoisting-sheave 40 to pass off of the lugs 41, Fig. 4, and lower the bucket, when the weight of the load is supported by the cable. As the bucket 10 descends the automatic adjustable tripping device 7 O is kept up against said bucket 10 by means of the brace 71 (shown in Figs. 1 and 7) and the compressionspring 72 until the bucket-latch 73 is lifted by the trip 74, when the bucket 10 dumps its load automatically. This adjustable automatic tripping device is pivoted to the stop-frame at 75, Figs. '7and 10,which depends therefrom. It consists of two side pieces 76, between which side pieces is a cross bar or trip 74, which is ran dered ad j ustablein linewith the side pieces and secured in position by means of screwnuts on the outside. The lower bar 77 is arranged i'or the purpose of keeping the frame in uniform position in connection with the plate 78. In the descent of the bucket the latch 73, which engages the rear part of the bucket at 88, is released therefrom so as to be moved up in direction of the dotted line 89, and as the bucket is pivoted at 90 in an eccentric position to its load it will tip in direction of arrow No. 3 and discharge its load onto the dump or into the car, as indicated in Figs. 1 and 7. By this arrangementthe tripping of the latch, the tipping of the bucket, and the consequent dumping of the load and its eccentric position in the line of its load-it follows that the bucket is tripped, tipped, and its load discharged automatically by the conioint operation of the devices hereinbefore described. The bucket 10 is now ready to return to the hold of the vessel. Hence the lever 54, Fig. 2, is thrown back, reversin g the direction of the sprocket-chain 53. The lever 32 is thrown forward, tightening the clutch. The cable 35, which was uncoiled by the descent of the wagon 9, is again coiled up, hoisting the bucket 10 until the hoistingsheave is again upon the lugs 41 on the wagon 9. The wagon 9 then ascends the incline and the safety-latch 69 drops into position, thus keeping the hoisting-sheave in secure position. WVhen the wagon 9 has reachedthe horizontal track 4, the clutch 79, Fig. 2, is released by the lever 32, the sprocket-chain, the motion of which having been reversed, again engages with the dog 57 on the wagon 9, carrying said Wagon over the horizontal track 4 to the inclined boom 7, Fig. 2. The wagon 9 islet down theinclined boom 7 under the control of the brake operated by the footlever 60. WVhen the wagon 9 reaches the stop 86 at the lower .end of the boom 7, the lifter 81 raises the forward latch 69, and the bumper of the Wagon 82 strikes the head of the plunger 83, compressing the spiral spring 84 within the barrel 85 of the stop 86, which is secured to the boom 7, and which brings the wagon 9 to a gradual stop. As the cable 35 still continues to slacken the hoistingsheave 40 drops off of thelugs 41 of the wagon, and the bucket is lowered to thebottom of the hold of the vessel, to be charged with a load and recarried to the point of delivery in consecutive order, as shown. Now the lever 54 is thrown forward, reversing the motion of the sprocketchain 53, when the machine is ready to hoist another bucket. \Vhen it is required to load beneath the derrick, the stop 62, Fig. l, is brought up the incline 58 so far as to drop the bucket beneath the derrick, or at any other required place, where it is dumped automatically, as hereinbefore set forth. A capstan 87 is placed on the end of the shaft 17, Fig. 2, which is used to draw the machine to any desired position on the track by means of the motive power.

The operation of returning the empty bucket is substantially the same as the operation of the conveying of the loaded bucket to the point of discharge. Henceit has been deemed inexpedient to describe the transit of the unloaded bucket, when it is essentially the same as that of the oneloaded. The lugs 41, which sustain the hoisting-pulley, are fixed to the inner sides of the pendants 41 of the wagon, and on each side of these pendants are wings 41 having an inclined side 41, which serve to direct the hoisting-pulley to the lugs 41.

What I claim, and desire to secure by Letters Patent, is-- 1. In a hoisting and conveying apparatus, an inclined boom, a horizontal section of track connected therewith at one end, an inclined section connected with the horizontal portion at the other end, a wagon adapted to run on the boom and track-sections, means for drawing the wagon up the inclined boom and the inclined track-section, and a second propelling means independent of the first for operating the wagon over the horizontal sec tion in both directions, substantially as described.

2. Incombination, the wagon, the horizontal section of track, the two pulleys over the same, the hoisting-rope passing between the two pulleys, the two inclined track-sections extending from the ends of the horizontal section, and the means for propelling the wagon over the horizontal section of track, consisting of the sprocket wheels and chain, substantially as described.

3. In combination, the track, the hoistingrope and propelling means, the Wagon having pendants 41 with inwardly-projecting lugs 41, the wings 41 on the wagon, the catches 69, and the hoisting-pulley having projections 41, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

GEORGE II. HULETT. Witnesses:

W. H. BURRIDGE, L. F. GRISVVOLD. 

